Traction-engine.



No. 655,294. Patented Aug. 7, |900.

e.v Anmson.

TnA'cnon ENGINE. (Application led Apr. 17, 1900,) (No Ilodel.) 4 Sheets-Sheet No. 655,294. Patantd fugf 7:, i900. a. AnAMsoN.

TBCTIN ENGlNE.

(Application led Apr. 17, 1900.) (lo Model.)

4 Sheiats-Sheet 2 m: imams sans col Pnommno. msx-moron, o c,

' Patented Aug. 7, |900. G. ADAMSDN.

TRACTIDN ENGINE.

(No Model.)

(Application led Apr. 17, 1900.)

4 Sheets-Sheet 3 ma Nanyls suns co. mman-mu., wAsHwoToN. n c.

4 Sheets-Sheet 4,

Patented Aug, 7, i900.l

G. ADAMSON.

TRACTION ENGINE.

(Application med Apr. 17,'1900.)

(No lModel.)

l Il l 1N: Nqnms Farias co. wofaurnov. wAsmNsmN. u. c

lgl'Nr'rnV STATES j PATENT OFFICE.

GEORGE ADAMSON, OF CRIDER, KENTUCKY.

TRACTlON-ENGINE.

SPECIFICATION forming part of .Letters Patent AN o. 655,294, dated August 7, 1900.

Appiication inea Apai 17, 1900.

To a/ZZ whom it may concern:

Beit known that I, GEORGE ADAMSON, a citizen of the United States,residing at Crider, in the county of Caldwell and State of Kentucky, have invented a new and useful Traction-Engine, of which the following is a speciiication.

This invention relates to traction-engines in general, and more particularly to the class involving an upright boiler as distinguished from the class wherein a horizontal boiler is employed, although, as will be readily seen from the following description, a number of the features involved may be used in either instance.

One object of the invention is to provide an engine which will be simple and effective in structure, in which a maximum power will be developed at the traction-wheels, and in which the parts will be yieldingly supported, whereby they will not be injured by sudden jars in the operation of the engine.

A further object of the invention is to provide a novel and simple steering mechanism in which the power employed in turning the wheels will be derived directly from the traction-wheels, thus eliminating the necessity for turning the guide-wheels by hand, as is usually the case. j

Additional objects of the invention will be apparent from the following description.

In the drawings forming a portion of this specification and in whichv like numerals of reference indicate similar parts in the several views, Figure 1'is a side elevation showing the complete engine inclosed in its housing. Fig. 2 is a side elevation of the engine with the housing removed and showing the working parts on one side. Fig. 3 is a reverse view of Fig. 2. Fig. 4 is a top plan view of the engine with some of the working parts removed, the shape of the boiler and the positions of the draft-fl ues thereof being illustrated, the latter in dotted lines. Fig. 5 is a side elevation of a portion of the frame of the engine and showing the connection of the rear springs with the frame of the engine and with the blocks which receive the rear or traction wheel axle. Fig. 6 is a detail plan view of the mechanism for throwing the steeringgear into and ont of operative relation to the traction-wheels. Fig. 7 is an elevation show serai No. 13h45. (No man.)

ing the frontwheels and fifth-wheel and illus'- trating the arrangement of the springs. Fig. 8 is a side elevation of one ofthe tractionwheels and showing the'means for preventing access of mud thereto. Fig. 9 is a vertical central section of Fig. 8 and illustrating the arrangement of the mudexcluding atY tachment. v

Referring now to the drawings, the engine of the present invention is mounted upon a supporting-frame comprising front sills 10 and 11 and rear sills 12 and 13, the latter lying in a plane below the sills 10 and 11 and connected therewith by uprights 14 and 15, which extend above the sillslO and 11, as shown. Additional uprights 16 and 17 extend upwardly from the sills 12 and 13, adjacent their rear ends, and the upper ends of the uprights at each side of the frame are connected by top rails 18 and 19. The frame thus includes rectangular side portions,which lie mutually parallel, one on each side of the engine, and these side portions are mutually connected by additional rails 20 and 21, which connect the upper corners of the side portions. upon the front sills 10 and 11, each'side portion last named consisting of parallel uprights 22 and 23, the former adjacent the front end of the frame and the latter between it and the rear end of the corresponding front sill, the upright 23 being shorter than upright 22 and connected with 'the corresponding uprights 14 and 15 by a rail 25, a brace being connected between its ends to the upper end4 of said upright 22 and having its front en d secured to the corresponding front sill, while its rear end is attached to the solid filling of metal or other vmaterial 26, which covers the inner sides of the frame parts 15, 17, and 19 and their corresponding parts on the opposite side of the engine. The rail 25 is depressed or dropped at its rear end, as illustrated and for a purpose which will be presently explained, and extending upwardly from the front end of this depressed portion is an upright 27, which projects beyond the brace 28, above referred to, and the upper end of the upright 27 is connected with the upright 23 by a bent rail 29, as shown. A rectangular frame is formed upon the rear sill at each side of the engine and behind the Additional side portions are formed,

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uprights 16 and 17, the rear ends of these frames being connected with the uprights 16 and 17 by brace-bars 30, as shown.

Between the uprights la and 15 and the upright 27 is disposed the engine shaft 35, which is mounted in bearings that are sustained by a cross-beam 36, disposed and secured to the under side of the depressed portions of the rails 25. To the under faces of the laterally-projecting ends of the beam 36 are secured the butt-ends of leaf-springs or laminated springs 37, which latter extend downwardly and rearwardly and of which the lowerrnost laminal is continued beyond the others and has its extremity turned upwardly and connected with the bearingblocks, in which is mounted the axle 38 of the traction-wheels. These blocks or boxes are slidably mounted in guideways 39, so that the frame of the engine may sink with respect to the wheel-axle and against the resistance of the springs. The engine-shaft is provided with a sprocket-wheel 40, which is fixed thereon and with which is engaged a chain 42, leading to a second sprocket 48 on the traction-wheel axle. There are in fact two sets of sprockets and two chains, one at each side of the engine-frame, and in order to preclude slack in the chains as the frame moves downwardly spacing-rods 45 are engaged at one end with the engineshaft and at the other end with the traction-wheel axle, these rods having adjustable blocks in their ends after the manner of the usual connecting-rods of steam-engines, so that the spaci'ng of the engine-shaft and the axle may be regulated properly to compensate for stretching of the chains.

The front wheels of the engine and through the medium of which the engine is steered are mounted upon an axle 50, provided with a tree 5l, this tree being in turn connected with a fifth-wheel 52, which bears against a corresponding plate on the bolsterheld tothe frame-of the engine, the fifth-wheel being prevented from `displacement by a king-bolt 53.

In vconnectingV the axle with the fifth-wheel alaminated spring has its ends bifurcated, the resultant legs having their ends disposed at opposite sides of the axletree, and the ends of the spring are pivotally connected with U-shaped hangers 54, which are in turn pivoted upon the upper face of the tree and havi'ng their ends lying at opposite sides thereof, the ends of the legs of the spring being connected with the ends of the hangers. The central portion of the spring is held to the ifth-wheel by means of clips 56 in the usual manner, and thus the front end of the en gineframe is yieldably su pport-ed.

In order to turn the front axle upon its pivot to steer the engine, a shaft 57 is rotatably mounted in brackets 58 upon the upright 14 below the front sills, and engaged with this shaft is one end of a steering-chain 59, the opposite end of which is connected with the 'front axle at one side of its pivot. A second shaft 60 is rotatably mountedv in brackets 6l below the shaft 57, and this shaft has also a chain 62, connected at o ne end therewith, the opposite end being connected with the axle at the opposite side of its pivot from the connection ofthe chain 59. are so arranged that they will be alternately wound upon their shafts and alternately unwound.

It will be seen from the foregoing that if shaft 57 is rotated its chain will be wound thereon and the front wheels will be moved in one direction, while if the shaft 60 is r0- tated the front wheels will be turned in the opposite direction. In order to alternately operate these winding-shafts, shaft 57 has gear-wheels G5 at its ends, while shaft 60 has gears 66 at its ends, the gears at each side of the engine-frame lying one above the other, as illustrated. The mechanism at both'sides is the same, and hence a description of one will sufce for a description of the other. Pivoted on the outer end of shaft- 57 is a 1ever 67, having a trigger mechanism including a reciprocatory rod 68 and a pivoted 'ringerpiece 69 for operating it, the free end of the rod being disposed for engagement with perforations in a segment 70 to hold the lever at different points of its pivotal movement. The lever 67 projects beyond thev shaft 57 and to the projecting end is pivoted a carrying-bar 7l, having a frame 72, in which is jonrnal'ed 'a shaft 73, this shaft'having a gear fixed thereon in the form of a friction-drum 74, which is disposed for alternate engagement with friction-drums 75 and 76 upon shafts 57 and 60. The gears and 66 mesh, as shown, and thus when the friction-wheel 74 is engaged with friction-wheel 75 shaft 57 will be rotated inone direction to wind up its chain and shaft 60 will be rotated in the opposite direction to unwind its chain, while when the wht-:e174 is engaged with wheel 76 shaft 60 will be oppositely rotated to wind in its chain, While shaft 57 will be rotated to unwind its chain. Thus by raising and lowering the lever 67 the front wheels may be operated to steer the engine.

In the present instance two horizontal engines 8O are employed, one mounted upon each side of the frame and connected with the common shaft in the usual manner, these engines being of common form and operated from a throttle at the rear of the frame. The lever 67 extends rearwardly into a position near the throttle, whereby it may be operated by the engineer, and to permit the-engine to be steered from its front also a seat Sl is mounted on the forward portion of 4the front sills, and adjacent thereto extends a second lever S2, which is fulcrumed to the frame of the machine, and the rear end of which is connected by means of a link 83 with the rear portion of lever 67. To permit operation of the releasing device for the lever 67, a reciprocatory rod Set is mounted on lever 82fan'd has a pivoted finger-piece 85 o f usual con- These chains IOO IIO

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struction for reciprocating it, the rear end of rod 81 being connected with a bell-crank lever 86, pivoted upon lever 82 and connected at its opposite end with the finger-piece of lever G7 through the medium of a link S7. Thus by operating either finger-piece the mechanism will be released and the gearing may be operated to steer the machine in either direction.

The boiler is of the vertical type and is mounted upon the rear sills and within theA inclosure of the uprights 14, 15, 1G, and 17 and their connecting-rails. This boiler comprises a shell having upper and lower heads which are connected by means of fire-tubes, there being corner flues formed at the corners of the shell and exterior thereto for the purpose of taking the heat outwardly and distributing it, and a centeral flue 91 is also provided.

The housing for the mechanism comprises sides and roof 95 and 96, respectively, as shown, the roof being slanted and having ventilators 97 therein, the chimney 9S having a spark-arrester 98 at its upper end and exterior to the roof. Doors 99 are provided for the sides of the housing and additional doors 100 for the rear thereof, as shown.

In order to increase the traction of the inachine at times, such as when the roads are muddy, there is provided an attachment for each of the traction-wheels, this attachment consisting of a drum 101, having projections or teeth 102 on its outer face and at one end of which is formed an inwardlydirected iiange 103. Spokes 105 lead from the walls of this drum to a band 106, which latter is adapted to fit upon the outer end of the hub 107 of a traction-wheel 108, the band being held in place by set-screws 109. Inwardlydirected lugs 110 are formed on the inner face of the drum 101, and these lugs are perforated for engagement of bolts 111 therewith and which bolts are extended inwardly through the traction-wheel, it heilig understood that the drum is disposed with its inner end against the outer edge of the wheel. After passing through the traction-wheel the bolts are engaged with a ring-plate 112, dis posed against the inner edge of the tractionwheel, and by screwing up the nuts of these bolts the parts are held securely in place. It will be seen that with this arrangement of guard for the traction-wheel the mud cannot get inside of the wheel, and hence the strain necessary to pull out of stiff mud that has overlapped the rim of the wheel is not required. Furthermore, the Width ofthe rim of the wheel is ingreased and at the same time a roughened surface is provided which gives a better hold and the Wheels will not sink to the depth that they otherwise would.

It will be noted that the segment 70 is located adjacent to the periphery of wheel 65 and in the plane of the wheels 65 and 66 and that the notches thereof are in the form of recesses at the end portions of the segment,

while at the central portion thereof the recess is continued through the segment. Thus when the locking-bolt is engaged with the perforation it passes also into engagement between the teeth of wheel 65, and when the bolt is engaged with either of the other recesses it is heId from such engagement. When the bolt engages the wheel 65, it holds it against rotation and the front Wheels from turning on their pivot, so that the engine may be drive straight ahead.

In order to reverse the direction of rotation of the engines, each is provided with a reversing mechanism. The steam-chest has two series of ports, one located at each end ofthe chest, and cooperating therewith is a special cut-ofi valve, which when at one end of the chest coperates with one set of ports and when at the opposite end of the chest coperates with the other set of ports, and thus by moving the valve to either end and then reciprocating it the engine may be driven in either direction. To effect this shifting of the valve, the valve-rod is pivoted at its outer end to one end of a link 126, the opposite end of which is pivoted to one end of a lever 127, fulcrumed upon the side of the boiler-frame and having a shift-rod 128 attached to its opposite end and leading to the rear of the boiler, where it has a handle for manipulation by the operator. The eccentric-rod 129 is pivoted to the link 126 between the connection of the valve-rod and lever 127 thereto. Th us by operating the shift-rod 129 the fulcrum of lever 127 will be shifted, and hence the arc of movement of the outer end of the valve-rod will be shifted,causing the cut-o valve to move from one end to the other of the steam-chest. The shift-rod is held in its dierent positions by means of a pin 130 upon the boiler-frame and which engages successively the perforations 131 in the shift-rod.

What is claimed is-d 1. In a steering mechanism for traction-engines, the combination with pivot-ally-mounted wheels and tractionwheelspf shafts,chains engaged with the shafts to be wound there-v on the opposite ends of the chains having connection with the axle of the steering-wheels to pivotally move it, intermeshin g gears xedupon the shafts, friction-Wheels upon the shafts, alever, a frictionwheel upon the lever and adapted for movement thereby into en- IOO IIO

gagement with the first-named friction-- wheels, alternately, and connections between the traction-wheels and the friction-wheel upon the lever, for operating the latter to v a l e 55,294

betWeen the traction-Wheels and the movable friction-Wheel to operate the latter, a lever connected with the'movable friction-wheel to move it i-nto engagement with the first friction-wheels, a latch mechanism for holding the lever at diierent points of its movement, a second lever a link connecting th'e levers whereby the first lever may be operated by the second lever, and means upon the second lever for releasing the latch upon the second 2 lever.

3. A traction-engine comprising a frame inthe latter, and spacing-rods .between the enf gine-shaft and the traction-Wheel axle.

4. A traction-engine comprising a frameincluding front and rear sills of which the lat# ter are in a lower 'plane than the former, steering-wheels mounted upon the frontsills, boxes slidably mounted at the rearvof the frame, traction-wheels having an axle 'xed thereto and journaled in the boxes, acrossbeam mounted in the frame, springs connecting the cross-beam and the boxes, steering mechanism for the steering-Wheels, and hav- -ing operable connection With the traction- Wheels, an engine having a sha-ft mounted upon the cross-beam, and a spacing-rod between the engine-shaft and the box atfe'ach side of the engine.

In testimony that I claim :the foregoing as my own I have hereto affixed my signature in the presence of two Witnesses.

GEORGE ADAMS'ON.

lVitnesses:

F. E. GWIN, W. D. BAIRD. 

